There is an ongoing transition towards driverless trucks within the truck industry. However, there is limited research regarding the aftersales aspects of driverless trucks. Therefore, the purpose of this thesis project is to investigate expected challenges and current visions of the aftersales system for driverless trucks within the organization of Scania CV and Traton. The study aims to identify potential obstacles in the development of aftersales activities for driverless trucks in hub-to-hub contexts and proposes guidelines for managing the development. Hub-to-hub is defined as long-haulage transports between terminals. The thesis project covers several theoretical fields relevant to the subject, including product service systems, ambidextrous organizations, change management, visions within organizations, and handling ambiguity. The study was conducted by executing two field visits at Scania workshops to establish an understanding of the current aftersales system design, discussions with two experts within Scania CV, and two rounds of interviews with a total of 14 respondents from relevant departments at Scania CV and Traton to source empirical data on the current visions of an aftersales system for driverless trucks. The first round of interviews was mostly with upper managers and the second round with lower managers. According to the findings, there are various ambiguities and challenges regarding both technological and business-related aspects of the aftersales system design for driverless truck applications, establishing a need for collaboration between the concerned departments. There are differing visions between departments and within them. Various theories can support the collaboration process and handle ambiguity. Based on the empirical findings, a dissection of the current status quo is presented, and a discussion of how more favorable conditions for aftersales development can be induced. / Inom lastbilsindustrin pågår ett skifte till förarlösa lastbilar. Det finns dock begränsad forskning om eftermarknadsaspekterna av förarlösa lastbilar. Syftet med detta examensarbete är därför att undersöka förväntade utmaningar och nuvarande visioner för eftermarknadssystemet för förarlösa lastbilar inom Scania CV och Traton. Studien syftar till att identifiera potentiella hinder i utvecklingen av eftermarknaden för förarlösa lastbilar i linjetransport och föreslår riktlinjer för att hantera utvecklingen. Linjetransporter är defienrat som längre transporter mellan terminaler. Examensarbetet täcker flera teoretiska områden som är relevanta för ämnet, inklusive produktservicesystem, ambidextriska organisationer, förändringsledning, visioner inom organisationer och hantering av tvetydigheter. Studien genomfördes genom två fältbesök på Scania verkstäder för att skapa en förståelse för den nuvarande utformningen av eftermarknadssystemet, diskussioner med två experter inom Scania CV och två intervjuomgångar med totalt 14 respondenter från relevanta avdelningar inom Scania CV och Traton. Intervjuerna utfördes för att samla in empiriska data om de nuvarande visionerna för ett eftermarknadssystem för förarlösa lastbilar. Den första intervjuomgången var mestadels med högre chefer och den andra omgången med lägre chefer. Enligt resultaten finns det olika tvetydigheter och utmaningar när det gäller både tekniska och affärsrelaterade aspekter av utformningen av eftermarknadssystemet för förarlösa lastbilstillämpningar, vilket skapar ett behov av samarbete mellan de berörda avdelningarna. Det finns olika visioner mellan avdelningarna och inom dem. Olika teorier kan stödja samarbetsprocessen och hantera tvetydighet och med hjälp av den empiriska datan kommer en analys av den nuvarande samarbetsstrukturen presenteras. I kombination med detta kommer även förslag presentears gällande hur mer gynnsamma förutsättningar för eftermarknadsutveckling kan etableras.

<p>  </p> <p>The trucking industry seems to be resistant to electrification, even though truck electrification can lead to large societal as well as user benefits. This dissertation develops a framework to inform policy making and enhance electric vehicle (EV) preparedness in the trucking industry through the study of two interrelated elements: (a) the adoption of electric trucks and (b) the appropriate implementation of electric truck technology. These two elements cover the user perspective, which is not adequately studied, and the agency perspective, which is pivotal in the decision-making process. Specifically, this study addressed the following research questions: (i) which factors affect the purchase decisions of truck fleet managers or owners for electric trucks? (ii) what is the ranking of and interrelationships between the barriers to the adoption of electric trucks? (iii) which location criteria should be considered for the strategic implementation of dynamic wireless charging (DWC) in a freight transportation network and where should this technology be located based on these criteria, and (iv) what is the impact of electric truck adoption on highway revenue and potential of alternative funding mechanisms to recover the revenue loss?</p> <p>For the adoption of electric trucks, a stated preference survey was designed and distributed online to truck fleet managers/owners in the U.S., gathering 200 completed responses. Statistical and multi-criteria decision-making approaches were employed to identify the factors that affect the purchase intentions of truck fleet managers and explore the barriers to electric truck adoption. The results showed that the purchase intentions of truck fleet managers are affected by trucking firm and truck fleet characteristics, behavioral factors/opinions regarding electric trucks, and awareness of innovative charging technologies. Furthermore, electric truck adoption would be accelerated if stakeholders focused on the barriers related to the business model, product availability, and charging time. Additionally, electric truck adopters and non-adopters may not be viewed as one homogenous group, since differences were found in the ranking and interrelationships of barriers to electric truck adoption between these two groups. </p> <p>The implementation of electric truck technology was examined based on the truck fleet managers’ survey, secondary data sources and the case of Indiana, U.S. A multi-criteria decision-making spatial approach was proposed to identify the candidate locations for the deployment of DWC. It was concluded that the most suitable locations for DWC lanes were on interstates, near airports and ports and away from EV charging stations. A data-driven framework was also developed to quantify the impact of electric truck adoption and estimate the optimal fee for each truck to recover the revenue loss. Using the market penetration levels estimated based on the survey data collected, the average annual fuel tax revenue loss for Indiana was approximately $349M. To maintain the same tax revenue per vehicle, annual fees ranging from $969 (in 2021) to $1,243 (in 2035) for single-unit trucks and $6,192 to $7,321 for combination trucks would be needed. To address public relations problems of EV fee implementation, this study also discussed alternative mitigation measures: a vehicle-miles-traveled fee and a pay-as-you-charge fee.</p> <p>In summary, this dissertation contributes to the body of literature by providing significant insights regarding the perspectives of truck fleet managers for electric trucks as well as a comprehensive list of all the location criteria for DWC. The proposed frameworks and study findings can be used by policymakers and other major stakeholders of the EV ecosystem to frame certain strategies to accelerate electric truck adoption, identify the most suitable locations for charging infrastructure, better understand the impact of electric trucks on the highway revenue, and provide the groundwork for developing EV roadmaps.</p>

Vehicles are becoming increasingly autonomous, as automotive industries are investing in innovative technology. Therefore the technology becomes more available and affordable, making it possible for Toyota Material Handling Europe (TMHE) to introduce automated features in their trucks. Vehicles that have a forward collision warning system, and thus are partly autonomous, are involved in less accidents than those without. In manufacturing industries there is currently a problem with truck collisions and an automated solution might be a suitable way to prevent these. When implementing an automation device, human machine interaction and user-friendliness are aspects to keep in mind during the development. The thesis concerns how autonomous features can assist the truck driver, and how to provide the driver with intuitive feedback. The purpose was to ensure the drivers’ and surrounding personnel’s safety as well as increase the productivity. Research was performed regarding in what situation an assisting device is needed and how to communicate information in an intuitive manner to help the driver in this situation. A conceptual interface was developed that allows communication between the driver and a future all-knowing system, that tracks all objects and personnel in a warehouse. The drivers have had a central role in the process. The observations were performed in the TMHE warehouse to identify situations. The most perilous and frequent situation was when drivers need to focus both in the fork and drive wheel directions simultaneously. This either puts the surroundings or the driver in danger. A conceptual interface was developed to help the driver in this situation. This resulted in a concept implementable in both current and future trucks, to harmonise the solution and ensure a safe warehouse environment. A lo-fi prototype was constructed and evaluated iteratively with drivers to ensure the quality and usability of the concept. The resulting feedback solution consists of sounds from speakers mounted in the headrest and a display interface with warning symbols. The sounds are directional to notify the driver if the danger is to the left or right behind his back. If the danger is only semi-close, the driver receives a warning, but if it is very close, the truck is stopped autonomously. The symbols appear on the display simultaneously as the sounds are heard, to provide further feedback. Additionally, an Autonomous Positioning feature has been developed, that consists of symbols and buttons on the display interface, as well as an alert sound from the display to indicate the system’s activation and deactivation. Safety is enhanced since neither personnel nor trucks are in risk of collision when implementing the concept. As the concept helps the driver position the truck effortlessly towards the pallet the productivity is also improved.

How do companies, municipalities and authorities protect people from terroist attacks where large vehicles are involved? Considering to the last years terrorist attacks this is something that becomes increasingly relevant to consider. This study investigates how companies, municipalities and authorities solve these problems today, how much they know and apply blockchain and geofence and if there is a need to implement a geoblockchainsystem in the future to reduce the risk of these types of terrorist attacks. To find that out interviews have been conducted with participants all the way from truck manufacturers and carrier companies to municipalities, authorities and IT companies. The interview where constructed in a nonstandard way with the aim of developing more about what they themselves had for ideas about the subject. A survey with answer options was also sent out to obtain information from a larger number of participants. The result of the investigation indicates both the interest and the need of a geoblockchain system to reduce the risk of terrorist attacks of the specified kind (the investigation also indicates a general interest in the geoblockchain technology). The idea is to delineate areas using a geofence system and create a very secure information storage by connect the geofence system with blockchain. The blockchain system decentralizes the information, all transactions made must be approved by a several number of units to be performed, every transaction can always be tracked and nothing can ever be deleted or modified without making a new transaction. It was a very few of the participants that already use blockchain or geoblockchain, it was more common for informants to use geofencing, but that was also relatively unusual. / Hur gör företag, kommuner och myndigheter för att skydda människor från terroristattacker där stora fordon är inblandade? Med tanke på de senare årens terroristattacker är detta något som blir allt mer relevant att ta hänsyn till. I denna studie undersöks hur företag, kommuner och myndigheter idag löser dessa problem, hur mycket de känner till och tillämpar blockchain och geofence och om det finns behov att i framtiden implementera ett geoblockchainsystem för att minska risken för ovanstående typ av terrorbrott. För att ta reda på detta har intervjuer genomförts med alltifrån lastbilstillverkare och transportörer till kommuner, myndigheter och IT-företag. Intervjuerna utformades på ett icke standardiserat sätt med syfte att få fram mer kring vad de själva hade för idéer. Även en enkät med svarsalternativ skickades ut kring ämnet för att få in information från ett större antal informanter. Resultatet av undersökningen tyder på både intresse och behov av ett geoblockchainsystem för att minska risken för terrorbrott av detta slag (undersökningen tyder även på ett generellt intresse för denna nya teknik). Tanken är att kunna avskärma områden med hjälp av ett geofencesystem och för att skapa ett lagringsystem med väldigt hög säkerhet koppla samman detta med blockchain. Blockchain decentraliserar informationen, alla transaktioner som görs måste godkännas av flertalet enheter för att gå igenom, det går alltid att spåra transaktionerna och ingenting går att ta bort eller modifiera utan att göra en ny transaktion. Väldigt få av de tillfrågade använder idag blockchain och/eller geoblockchain, det var lite vanligare att informanterna använde sig av geofencing, men även det relativt ovanligt.

Ballast som byggnadsmaterial är viktigt för att utveckla vårt samhälle då det bland annat används som beståndsdel i asfalt och betong. Det är därför viktigt att bergkross som bryts i bergtäkter har en fungerande produktion för att möta efterfrågan men också för att Sverige ska kunna nå målet att vara klimatneutralt 2045. Syftet med arbetet är att minska miljöpåverkan i en bergtäkt från de interna transporterna och målet är att ta fram åtgärder för att uppnå detta. De metoder som har använts är litteraturstudier, beräkningar, simuleringar och intervjuer. Genom beräkningarna kunde ett resultat i detta arbete visa att en reducering med 88 % av koldioxidutsläpp kan göras genom att använda biodrivmedlet HVO Diesel 100. Det har med hjälp av intervjuer och litteraturstudier dessutom dragits en slutsats att framtidens bergtäkter antas producera bergkross med elektriska autonoma maskiner. / Ballast as a building material is important for developing our society as it’s used as a component in asphalt and concrete. Hence it is important that crushed rock extracted from a quarry have a functioning production to meet the demand that exists, but also because Sweden should be able to reach the goal of being climate neutral 2045. The purpose of this study is to reduce the environmental impact in a quarry from the internal transports and the aim is to bring out suggestions to achieve this. The methods that have been used are literature studies, calculations, simulations and interviews. Through the calculations, a result in this work showed that a reduction of 88 % of carbon dioxide emissions can be made by using the biofuel HVO Diesel 100. In addition, with the help of interviews and literature studies, conclusions have been drawn that the future quarries are believed to produce crushed rock with electric autonomous machines.

Volvo Trucks: A Trucker's Pride   The North American trucking industry is in decline. By 2014, the United States is projected to be short 110,000 drivers (Wikipedia). The hardest hit segment is the long-haul sector, due to the difficult lifestyle of the long-haul trucker. Drivers experience long periods of time away from home, mediocre pay, and “miserable” working conditions. In order to revive the struggling industry and refresh the lifeblood of our civilization, the long-haul trucker lifestyle must be made more appealing. This project is a study into how to make the North American Long-Haul trucker lifestyle appealing to future trucker generations through both interior and exterior design.   In-depth research found that emotional needs of American long-haul truckers are not being met.  Emotional needs are directly linked to the concept of “quality of life”. Therefore, increasing the trucker’s quality of life would help truckers meet their emotional needs and thus help revive the North American trucking industry. Through interviews and questionnaires, pride was determined to be the key emotional need of the American Trucker. These interviews revealed that the best method to appeal to this key emotional need was to rethink the exterior form. It was decided that a design sculpture should be used to illustrate the concept of emotionally appealing transportation. For the interior design, research showed that a trucker’s fundamental human needs were not being met aboard the truck. Expanding the living space on-board and providing truckers access to their basic human needs allow people to truly live life on the road.   The Volvo Vision Long-Haul (VLH) helps future truckers take pride in themselves and their lifestyles. Pride comes from the aesthetics of assertive strength and the confident stance of the vehicle. A higher seating position gives drivers a commanding view of the road and the use of noble materials helps drivers feel they live in a quality environment. Onboard, the Volvo VLH maximizes interior space, providing enough room for a trucker to live life on the road.  To meet basic human needs, the truck has a shower and toilet onboard, along with a kitchen complete with stove and sink. The lofted bedroom offers feelings of exclusivity and expands upward when the vehicle is parked. This unique expanding space is accessed via a spiral staircase, which stores neatly away when not in use. The Volvo VLH meets the emotional needs of the American long-haul trucker, making the lifestyle appealing to future generations.

The work evaluated on the basis of commonly available data some of the implications of collection toll of highway D1 and D5. It focuses on identifying potential alternative routes by using statistics of national traffic census. On these routes it evaluates the changes of traffic safety, which can show the change of traffic intensity of trucks. Next part evaluates potential economic benefits of bypassing toll routes. In the end it notes possible scenarios of impacts extended toll zones to the above fact findings.

Every few years, modern heavy-duty vehicles get redesigned and can carry more cargo than previously known. Increasing the amount of cargo means increasing the weight, which then leads to more pressure on the engineers to design improved vehicle frames and axles to distribute this load. A recent addition is a second front axle. This axle has been steered with a mechanical link since its introduction, but due to recent law changes, the possibility to steer this axle with an electro-hydraulic system is now available. The purpose of the project is just that, to create an electro-hydraulic steering system, it can be known as steer-by-wire (SBW). Through meetings with lead engineers at Volvo GTT, the first draft of some Concepts could be achieved. The Concepts consisted of a CAD design of the steering, complemented by hydraulic steering. By reusing existing parts in the new design, a similar steering capability was achieved. But having a SBW-system that can attach directly to the new axle, that is not restricted to a connection with the first axle enables so many options, and now, the sky is the limit. The weight is reduced, fuel and energy consumption is reduced, but maybe most important of all. The flexibility of this system is increased, enabling options to have independent steering from the first axle and even changing the placement of the axle on the frame itself. A system like this can have a significant impact on the environmental effects of trucks, as it can reduce the number of vehicles on the road. Thanks to the increase in cargo capacity. / Med några års mellanrum får moderna tunga fordon en ny design och kan frakta mer gods än tidigare. Men att öka mängden gods innebär att öka vikten, vilket leder till mer tryck på ingenjörerna för att designa förbättrade fordonsramar och axlar för att fördela denna last bättre. Nyligen har en andra framaxel lagts till. Denna axel har styrts med en mekanisk länk sedan den infördes, men tack vare de senaste lagändringarna finns nu möjligheten att styra denna axel med ett elektro-hydrauliskt system. Syftet med projektet är just det, att skapa ett elektro-hydrauliskt styrsystem, kan även kallas steer-by-wire (SBW). Genom möten med ingenjörer på Volvo GTT kunde det första utkastet till några koncept uppnås. Koncepten bestod av en CAD-konstruktion av styrningen, kompletterad med en hydraulisk styrning. Genom att återanvända befintliga delar i den nya designen uppnåddes en liknande styrfunktion. Men att ha ett SBW-system som kan kopplas direkt till den nya axeln, det är inte längre begränsat med en anslutning till den första axeln, nu sätter bara fantasin gränserna. Vikten minskas, bränsle- och energiförbrukning minskas, men kanske viktigast av allt. Flexibiliteten i detta system ökar, vilket gör det möjligt att ha oberoende styrning från den första axeln och till och med ändra axelns placering på själva ramen. Ett system som det här kan ha en stor inverkan på miljöeffekterna av lastbilar, eftersom det kan minska antalet fordon på vägen. Tack vare den ökade mängden dom nu kan frakta.

Bränsle är en viktig substans för fordon och utan bränsle så är de flesta fordon inte funktionella. I de allra flesta instruktionsböcker för fordon så rekommenderas det att bränslet inte får nå en kritisk låg nivå av bränsle. Då man talar om den kritiska bränslenivån så handlar det om ¼ kvarliggande bränsle. Då bränslet når den kritiska nivån i bränsletanken så kan problem ske och dessa problem är direkt kopplade till bränsletanken och pumpen.     Syftet med denna kandidat examensarbete är att undersöka problemet och det befintliga bränslesystemets konstruktion för att sedan generera en eller fler lösningar till problemet. Då information för detta arbete är begränsad över nätverket så skedde en del intervjuer med verkstan och fordons företag och fabriker såsom Volvo och Scania för att få en bra mängd information som sedan användes som utgångspunkt till arbetet.   För att generera lösningar till problemet med informationen som erhållits av intervjuer och andra källor så användes vissa verktyg och metoder. Då arbetet var begränsad att utföra praktiskt så utfördes den teoretiskt med hjälp av kunskaper från materiallära, hållfasthetsberäkningar, simulations program såsom AutoCAD, NASTRAN, fysik och en mängd andra ingenjörs baserat litteratur för att åstadkomma goda resultat.   Resultat blev en enkel konstruktion som är anpassat för tillverkningen av bränsletankar och som både funkar för cylindriska och rektangulära bränsletankar.   I denna rapport så presenteras resultatet i form av några förslags modeller av ett koncept som anses vara en lämplig lösning för problemet och resultat utfört med konceptet som då visar att konceptet uppfyller en fungerande lösning för det presenterade problemet. Storlek för konstruktionen presenteras i en form av enkla beräknings steg där man utgår ifrån bränsletanks modellen man vill tillämpa konceptet i. / The fuel is an important substance for vehicles and without fuel the most vehicles are not functional. In other words, they cannot move. In all instruction manuals, it is recommended that the fuel should not attain a low level in the fuel tank itself because it could lead to many consequences and these consequences are directly linked to the fuel pump and the engine itself.   The purpose of this bachelor's thesis is to investigate the issues and the existing fuel system design, then generate concepts to solve the problem. The information about the problem is limited on the world wide web, therefore we have been in contact with various truck workshops, vehicle companies and been visiting some of them. Volvo and Scania were at the top of the list. The reason was to get good and reliable information about the fuel tanks and then use it as a starting point.   Using information from interviews and sources helped very much to generate different concepts and solutions to the problem. Also, some tools and methods were very useful to build, chose and evolve the concepts. Note that some work was not performed practically because of limitations, therefore it was theoretically done with help of knowledge from different courses like materials theory, strength of materials calculations, physics, simulation programs like AutoCAD, NASTRAN and other engineering literature to achieve good results.   The result was a simple design adapted for the production of fuel tanks for the manufacture of fuel tanks, which works for both cylindrical and rectangular fuel tanks. In this report, the results are presented in the form of some proposal models and results performed with the concept, which then shows that the concept satisfies a solution to the presented problem. / <p><strong>Presentationerna genomfördes på distans med zoom</strong></p>

Pricing of repair and maintenance (R&amp;M) contracts is one among the most important processes carried out at Scania. Predictions of repair costs at Scania are carried out using experience-based prediction methods which do not involve statistical methods for the computation of average repair costs for contracts terminated in the recent past. This method is difficult to apply for a reference population of rigid Scania trucks. Hence, the purpose of this study is to perform suitable statistical modelling to predict repair costs of four variants of rigid Scania trucks. The study gathers repair data from multiple sources and performs feature selection using the Akaike Information Criterion (AIC) to extract the most significant features that influence repair costs corresponding to each truck variant. The study proved to show that the inclusion of operational features as a factor could further influence the pricing of contracts. The hurdle Gamma model, which is widely used to handle zero inflations in Generalized Linear Models (GLMs), is used to train the data which consists of numerous zero and non-zero values. Due to the inherent hierarchical structure within the data expressed by individual chassis, a hierarchical hurdle Gamma model is also implemented. These two statistical models are found to perform much better than the experience-based prediction method. This evaluation is done using the mean absolute error (MAE) and root mean square error (RMSE) statistics. A final model comparison is conducted using the AIC to draw conclusions based on the goodness of fit and predictive performance of the two statistical models. On assessing the models using these statistics, the hierarchical hurdle Gamma model was found to perform predictions the best